On Mar 7, 2:47*pm, Mike the Strike wrote:
*On aero-tow, a nose-mounted tow hook
will result in a downward force on the nose that has to be compensated
by an upward force from the tailplane and extra lift from the wings.
The point at which you lose control under these dynamics is at a lot
higher speed than the free-flight stall speed. *The effect doesn't
seem to be as strong with older gliders or flapped ships, but
definitely is a lot less in low tow.


Wow.

and all these years I was thinking that the center of gravity was
ahead of the center of lift; that there was a downward force
'forward' of the wing by the limits on CG location; and that the
horizontal tail
had to make a downward force to counteract the nose dropping tendency.
I think they called this Trim Drag, but I could be confused. I am
blond.

I better watch out for those nose-hook mounted gliders and
their scary tendencies. Maybe that's why the folks at EASU changed
the design requirements from aerotowing on CG towhooks to
requiring them to be aerotowed on 'forward' hooks. And that forward
hook placement was under the knees ......(even lower on the
ariframe than those dastardly true nosehooks. How does that fit into
the discussion?)


But hey, all that trim drag from different hook locations, gee, must
change the wing loading and subsequent stall speed by what......
a knot? Geesh.
Spend a few bucks on a few extra Spring tows,
and get past your winter nerves. Or break open a chapter of
Langewische. Or travel to a site that's still flying all winter
long and don't let the rust accumulate.

Think : First flight with a CFI-G for 2011. Promote annual
refresher training.... and less accidents.

Chuckling,

Cindy B
www.caracole-soaring.com